Patent GB-190119086-A (GB)
Title: Improvements in Railway Signalling Mechanism.
Inventor: HERMAN REINHOLD
Filed: 1901-09-24
Granted: 1902-09-24
Abstract: 19,086. Herman, R. Sept. 24. Semaphore &c. signals ; controlling and locking signals ; signalling &c. between trains.-Relates to electrical apparatus for operating two or more semaphore or like signals by the same motor and controlling circuits, and for operating single signals to show line clear,' caution,' and ' danger,' so that each will serve as a 'home' and a ' distant' signal. Figs. 2 and 6 show the apparatus arranged for operating two signals on the same post ; e.g., signals controlling a main line and branch. The motor 6 is geared to and drives the wheel 16 on the shaft 17, which carries a sector 19 on one side of the wheel 16, and, on the other side, a loose sleeve 28 having a similar sector 19<1>. The sectors 19, 19<1> are connected by adjustable rods 20, 23 to the respective signal arms, and are also connected to pistons 26 working in dash-pot cylinders 27. Each of the sectors is formed with notches 69 for the engagement of a locking-block 66, which is actuated by an electromagnet 64 through the toggle mechanism 73, 70, and 71, to lock the corresponding signal in its line clear' and caution' positions. The signal can also be locked at 'danger' by connecting the back contact of the track relay to the circuit of the locking-magnet. The sectors 19, 19<1> are each provided with a bracket arm carrying a clutch magnet 80, which, when energized, locks its sector to the wheel 16 to effect the operation of the corresponding signal. The clutch mechanism is similar to the locking- mechanism of the magnet 64, the locking-block engaging in one or other of the recesses 18 in the wheel 16. The railway track is divided into insulated sections, each connected to a track battery and a relay controlling the motor circuit. The clutch magnet 80 is included in the motor circuit, which is always closed so long as the section is vacant. When the section is occupied, the track relay magnet is short-circuited, the motor circuit is broken, and the signal automatically goes to ' danger.' The locking-magnet 64 is energized by shunting it into the motor circuit, in series with the motor and clutch magnet, and its resistance is made sufficiently high to make the motor inoperative when it is included in the circuit. The motor and magnet circuits are controlled by the track-relays, and by a rotating contact-maker 43 actuated by the signal-operating mechanism, a relay, the circuit of which is controlled by this contact-maker, being also employed to effect the movement of the signal from caution to 'line 'clear,' when the train enters the second section in 'advance.' The signal is moved from 'danger' to ' caution' when the train enters the first section in 'advance.' Each contact-maker 43 comprises six contact blocks 41, 42<1> fixed to an insulating disc 38, and provided with clips 44 adapted to engage two contact-making blades 46, 47 on the insulating blocks 48. For one of the signals, Fig. 6, the block 48 is connected to the shaft 17 by a pin and slot 50, and for the other signal the Mock. 48 is connected to the sleeve 28 by a screw 52 engaging in a slot 28<1>, the slots in these connections allowing for any drift of the shaft or sleeve. For operating single signals, the sector 19<1>, sleeve 28, &c. are omitted. To dispense with hanging wires for the clutch magnets, a rotary circuit-connector is employed, consisting of an insulating disc 54, fixed to the sector, and provided with clips 57 &c. adapted to engage the insulated blades 61, 62 fixed to the frame 1. The motor and gearing are enclosed in a box or housing at the base of the signal post, the housing having an upper compartment for receiving the relays. The side frames 1 are secured by stays or tie-bolts 2, on which the motor and dash-pot cylinders are adjustably mounted, so that they can be properly aligned.